HomeMy WebLinkAboutChapter 5 - Automobile Circulation & Parking 93
5-Automobile Circulation & Parking
In many ways, auto traffic and some
level of congestion is a good sign that
downtowns are thriving. There needs to
be a balance between healthy levels of
automobile traffic and the ability and ap-
peal to walk along it at the same time.
Automobile access should focus on being
efficient and convenient to bring people
into downtown. A hierarchy for streets
should be established, just as it was for
sidewalks, in order to direct automobile
traffic most efficiently.
Parking should also be convenient, as
congestion is often caused by people
driving around looking for places to park.
While several locations are shown for po-
tential parking structures (see Map #12,)
it is important to remember that it is not
necessary that they all get built. This
study provides several possible locations
for structures as they relate to the over-
all proposed urban design framework so
that the city has options to consider. Any
parking structure should happen in con-
junction with other future development.
AUTO CIRCULATION
The network of streets should be well or-
ganized and hierarchical. On-street park-
ing configurations, curbs and sidewalks
should be consistent to help organize the
street system and therefore help the flow
of auto circulation. A few street designs
and layouts are proposed on the follow-
ing pages for the most common street
right-of-ways in downtown. In general,
improvements should follow the same
prioritization as sidewalks from Chapter 4.
AUSTIN AVENUE
Downtown Georgetown is bisected by
Austin Avenue. While much effort has
been put into turning it from a state high-
way to a local street, it still is seen as a
barrier. Traffic flow has improved, espe-
cially because interstate business route
traffic is diverted, including large trucks.
However, the character along the corridor
is still auto-dominated along some por-
tions and does not lend itself to foot traf-
fic. Instead, pedestrians use other routes
or hop in their cars to cross it.
Parking and automobile circulation are always popular topics for
downtowns. Citizen concerns in Georgetown have to do with high
traffic volumes and speeds, specifically along Austin and University
Avenues, and proper designation of and access to public parking.
Many community members were unaware that so many public park-
ing lots exist downtown, as they are not properly designated as
such with signage. They community also thought that pedestrian
safety and comfort should not be compromised for traffic flow.
5-AUTOMOBILE CIRCULATION &
PARKING
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City of Georgetown | Downtown Master Plan Update
1 inch = 1,000 feet±Georgetown Master Plan Update
Georgetown, TX
March, 2014
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MAP 13 | OVERALL CIRCULATION
LEGEND:
Primary Auto Route
Downtown Overlay District Boundary
E. 10th St.
W. 7th St.
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San Gabriel Village Blvd.
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(Future) Primary I-35 Gateway
Primary Pedestrian Zone
Primary Bike Route
Proposed Extension of District Boundary
Interstate 35
To West Georgetown & Sun City To GeorgetownHigh School
To I-35Austin/Dallas
To I-35/Austin
To SouthwesternUniversity / Hwy 130
Southwestern University
McMasterAthleticComplex
Water’sEdgeApartments
Blue Hole Park
Two RiversApartments
San GabrielPark
GeorgetownRecreationCenter
RiveryPark
RiveryTownCrossing
Future Conference Center
VFW Park
CourthouseLibrary
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5-Automobile Circulation & Parking
The historic bridges crossing the North
and South San Gabriel Rivers should be
modified to accommodate pedestrians
better. These bridges are assets that fit
into an overall heritage tourism opportu-
nity that would have positive benefits to
the city’s economy if properly promoted
as part of a historic tour experience.
The primary role of Austin Avenue should
be to serve downtown circulation. This
includes pedestrians as well as motorists.
First and foremost, Austin Avenue should
be engineered to support the vision for
development of the downtown as outlined
in this plan. This includes wide sidewalks,
streetscape designs, on-street parking
and pedestrian crossings. As an initial
action, pedestrian crossing problems
should be minimized by providing better
signs, installing pedestrian-controlled
crossing signals and constructing “tex-
tured” crosswalks in prominent locations
that encourage slower speeds.
Recommendations for Austin Avenue
(80’ ROW):
• Two narrow (11’) travel lanes in each
direction
• Parallel on-street parking (8’) on either
side of the street (except between 7th
and 8th streets where the existing
condition - diagonal parking along the
courthouse side - should be kept.)
• 10’ sidewalks on either side of the
street
• Consistent placement of street trees in
grates, decorative lighting, streetscape
clusters and signage.
• New buildings should be built to the
property line, as the UDC suggests.
• Textured crosswalks at key intersec-
tions
• Downtown-sensitive speed limits
10’8’11’11’11’11’8’10’
80’ R.O.W.
TLTL TL TL P SPS
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P = Parking
S = Sidewalk
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City of Georgetown | Downtown Master Plan Update
MAIN STREET
Main Street curb, gutter and sidewalk has
been recently upgraded from University
to 9th Street. The following design rec-
ommendations build off of the work that
has already been completed. Main Street
should therefore include two travel lanes
(one in each direction) and an asymmetri-
cal on-street parking configuration with
one side being diagonal and the other
side being parallel. The diagonal parking
should be placed in the northbound direc-
tion from University Avenue to the Square
and in the southbound direction from 2nd
Street to the Square. If residential uses
exist on both sides of Main Street, then
the traditional neighborhood street con-
figuration (parallel parking on both sides)
should be used.
Street trees should be placed consistently
and depending on the adjacent building
form and use, could either be placed in
grates, or in a tree lawn. Main Street lends
itself to smaller scale buildings than Aus-
tin Avenue and therefore could include
mid-block pedestrian walkways to break
up the rhythm of the block and offer ad-
ditional pedestrian access points.
Recommendations for Main Street
(70’ ROW):
• One travel lane (12’) in each direction
• Parallel on-street parking on one side
and diagonal parking on the other side.
• 10’ sidewalks on either side of the
street
• Consistent placement of street trees
in grates or a tree lawn.
• Decorative lighting, streetscape clus-
ters and signage as needed.
• Textured crosswalks at key intersec-
tions (refer to Chapter 4.)
10’8’12’12’18’10’
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TLTL P SPS
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S = Sidewalk
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5-Automobile Circulation & Parking
7TH & 8TH STREET (FROM CHURCH TO ROCK)
One unique street section includes diago-
nal parking on both sides of the street.
This condition should occur on 7th and
8th Streets within the historic district
from Church to Rock Streets where the
right-of-way supports this configuration.
This additional parking will help support
the downtown retail core. This configura-
tion already exists, for the most part, but
sidewalk conditions are sub-par in this
location and need upgraded.
The street should be redesigned with new
curb, gutter and sidewalks. Sidewalks
should be upgraded and grade issues re-
solved. A wide, 10-foot sidewalk should
be provided and street trees should be
placed consistently in grates. Refer to
Map #11 for actual sidewalk design rec-
ommendations.
Recommendations for 7th & 8th Streets
(80’ ROW):
• One travel lane (12’) in each direction.
• Diagonal parking on both sides of the
street.
• 10’ sidewalks on either side of the
street.
• Consistent placement of street trees
in grates.
• Decorative lighting, streetscape clus-
ters and signage as needed.
• Textured crosswalks at key intersec-
tions (refer to Chapter 4.)
10’18’12’18’10’
80’ R.O.W.
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City of Georgetown | Downtown Master Plan Update
NEIGHBORHOOD STREET
Another common street configuration in
downtown includes a 60-foot right-of-
way. This is typical of a neighborhood
street. Uses along these streets could be
commercial or residential.
The configuration includes a 12-foot
travel lane in each direction and parallel
parking on either side of the street. Street
trees should be placed consistently and
mainly in a tree lawn, although if a more
urban condition is desired for commercial
uses, tree grates could be used as well.
Refer to Chapter 4 and Map #11 for actual
sidewalk design recommendations.
Recommendations for Neighborhood
Streets (60’ ROW):
• One travel lane (12’) in each direction.
• Parallel parking on both sides of the
street.
• Either a 6’ sidewalk with a 4’ tree lawn
or a 10’ sidewalk with trees in grates.
• Decorative lighting, streetscape clus-
ters and signage as needed.
10’8’12’12’10’
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5-Automobile Circulation & Parking
PARKING
There is some perception that more
parking is needed downtown. However,
truly successful downtowns are ones in
which parking spaces are in high de-
mand because the activities there attract
large numbers of users. That means that
parking demand is related to the quality
of businesses, services and amenities
in the area that attract users. Parking
strategies for downtown also must be
carefully considered in terms of the im-
age they convey. The “urban” experience
involves walking, albeit with limitations
of climatic conditions in mind. Nonethe-
less, if Georgetown’s downtown is to be
the preferred choice in the region, parking
must be subordinate to the mix of uses
that is envisioned.
When considering the need for more park-
ing, the first step is to assure that the
existing parking resources are being used
to their maximum efficiency. The variables
to consider are:
• current number of spaces available,
• convenience of their location,
• ability of users to find them and
• policies used to manage turnover,
including charging a fee for parking.
While there are a number of existing park-
ing lots in Georgetown (see Map #5), the
connections between them and points of
activity are weak. In addition, little has
been done to mitigate their visual impact
(except for the city lots along Main Street
at 9th and 6th.) They should be buffered
from the public right-of-way with land-
scaping or other appropriate design ele-
ments, per the adopted design guidelines.
The public parking lots at 6th/9th and
Main Street are examples of improved
surface lot design. Landscaping make
them more attractive, and in combination
with the streetscape improvements that
enhance the connections to them and sig-
nage to direct users to them, has resulted
in downtown parking resources that are
much more actively used.
Attractive landscaping, improved streetscapes
and signage make using public parking lots more
attractive.
Not having a policy for downtown em-
ployee parking is a problem. Without des-
ignated employee parking, or a charge for
on-street parking, employees take prime
on-street spaces which reduces spots
available for patrons.
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City of Georgetown | Downtown Master Plan Update
1 inch = 500 feet±Georgetown Master Plan Update
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March, 2014
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MAP 14 | PROPOSED PARKING STRATEGY
LEGEND:
Existing Public Parking Lot
Existing Parking Structure
Downtown Overlay District Boundary
Potential Locations for New Parking Structures
2.5-minute Walk
Primary Auto Access
Parking Access Routes
5-minute Walk
Proposed Extension of District Boundary
Existing Auto Control
Proposed Pedestrian Control
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5-Automobile Circulation & Parking
On-street parking also plays an impor-
tant role. Most on-street parking in the
downtown is provided in both diagonal
and parallel layouts. In many places,
these have generous time limits and are
not monitored diligently. For example,
the area bounded by 6th and 9th Streets
and Rock and Church Streets includes a
3-hour maximum time limit for on-street
spaces. With these permissive policies,
it is difficult to shift employee parking to
outlying areas.
Map #14 shows the locations of existing
parking lots and the one county parking
structure that is available for public use.
Potential locations for a new parking
structure are also illustrated. Perhaps one
or two of these might get built over time
in conjunction with new development; this
plan does not assume a need for four or
more public parking structures in down-
town. A detailed parking study would be
helpful to examine existing needs and
ideal locations.
PARKING FACILITIES
In general, there are three basic types of
parking facilities that may be considered
in downtown Georgetown: surface lots,
parking decks and parking structures.
Each type of facility has features that are
appropriate for different applications.
SURFACE LOT
Surface lots can be stand-alone park-
ing facilities (e.g., the City block-sized,
asphalt-covered lot), or parking lots at-
tached to a specific commercial building
(e.g., beside an office building). They are
used when expense is a concern, visual
aesthetic expectations are low, or when
the dedication to parking is not long-term.
PARKING DECK
A parking deck is a simple structure of
only two levels, with the lower level con-
structed into the grade of the site. This
will frequently allow the two levels of the
deck to be accessed from the street by
separate access points, if the topography
slopes sufficiently to do so (as is the case
for many blocks in downtown.) This allevi-
ates the added expense of constructing
ramps to connect the levels. The funda-
mental design principle for a deck is that
the street edge be designed to provide
interest to pedestrians. In the simplest
model, the edge of the deck would be
screened with decorative railings or
plantings. In more elaborate models, the
perimeter of the deck is animated with
commercial space.
PARKING STRUCTURE
Parking structures generally have two
to four levels of parking with at least
one ingress and one egress point. Also,
many communities now require a parking
structure, which is otherwise an unat-
tractive addition to the streetscape, to be
“wrapped” with retail spaces to activate
important street edges.
Parking structures should be “wrapped” with active
ground floor uses on prominent streets to activate
the sidewalk and street.
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City of Georgetown | Downtown Master Plan Update
PARKING MANAGEMENT
A parking district is a tool used by many
communities to provide for an adequate
supply of well-managed parking in a cost-
effective manner. In a district, funds are
generated by a dedicated mechanism,
usually an assessment program or a tax
increment financing action. (These meth-
ods are described in Appendix A.)
In either case, an income stream is
established that can be used to finance
construction, maintenance and opera-
tions of parking facilities. Parking districts
are particularly useful in small cities for
the financing of structured parking, which
otherwise would not be cost effective to
build. By voting to establish a parking
district, businesses and property owners
within the boundary of the district are
able to create public parking facilities that
make more efficient use of land, thereby
facilitating redevelopment of individual
parcels. Having a parking district is also
a useful promotional tool, in that users
understand that major public parking fa-
cilities exist and that a reasonable supply
will be available. In a parking district, en-
forcement can be managed in a focused
manner. Issues of employee parking and
time limits can be addressed as well.
Modern-day technology can also be used
to support programs such as a parking
district, where a phone application could
be developed to identify parking locations
and availability.
PARKING CONSIDERATIONS
There are a number of considerations that
should be factored into parking planning
and development.
• Think of parking as a utility, not a
land use (i.e., it provides a service that
customers use.) Viewing parking from
this perspective makes one ask the
question of “where should parking be
located to best serve demand?” This
also means setting limits on its use,
either through time limits or charging
for this service.
• Take a systems approach to viewing
parking decisions. This requires that
all parking structures, lots and on-
street spaces be viewed holistically
to evaluate how well they are serving
overall demand. A systems approach
evaluates how well the facilities func-
tion together, and whether they are
integrated so that customers know
where to go to find the next lot if the
first one they go to is full. Parking
facilities should be located so that
they form a loop within the downtown
such that traffic around the courthouse
square itself is avoided when access-
ing parking. It also should be well
marked and be accessible. Signage
that notes the location of additional
nearby lots also should be installed.
• Combine other uses with new public
facilities whenever possible. Multi-
ple-use parking facilities that include
parking are preferred from an urban
design perspective because they are
more attractive than just a single-use
parking facility. They are desirable
from the public’s point of view because
they can often park closer to their
destination.
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5-Automobile Circulation & Parking
• Design a public parking facility to be
flexible in use so that it might serve
as a temporary event space for down-
town festivals or events. Designing a
surface parking lot as an “event space”
is an example.
Parking lots can be designed to serve as temporary
event spaces for downtown.
• Create pedestrian-friendly edges
with landscaped edges and interiors
of lots to better encourages the use of
these parking facilities. See also the
Design Guidelines for the Downtown
Overlay District.
• Locate a new public parking facil-
ity where it will serve the broadest
range of users and not just one spe-
cific commercial site.
• Ensure that new public facilities
have enough spaces not only to meet
the expected demand from the com-
mercial or civic uses the facility is ex-
pected to support but also to provide
“extra” parking spaces for use by other
developments in the area.
•
• Encourage workers to park in less-
er-congested areas, to free up close-
in parking in the more intensively used
areas for customers. If this is too much
of an inconvenience, then the City or
County should consider an employee
satellite lot with shuttle service.
• Seek opportunities to share park-
ing. For example church parking lots
sometimes lie vacant much of the time
that businesses are open. Sharing
these spaces is more efficient and can
result in cost savings to all.
RECOMMENDED ACTIONS
While there are a number of significant
parking projects being discussed for de-
velopment in the downtown, it is not nec-
essarily clear that three (or more) separate
parking structures are currently needed
for a community the size of Georgetown.
When it does become clear that additional
off-street parking is needed in the down-
town, the following concepts should be
considered.
ESTABLISH PARKING IN THE FOUR QUADRANTS
City and County planners should resist the
temptation to put surface lots randomly
throughout the downtown area, since
they do little to enhance the urban land-
scape. Instead, parking facilities should
be concentrated in the four quadrants
of downtown to service the entire area.
One way to illustrate this concept is by
drawing circles around proposed parking
locations that represent a distance that a
pedestrian can comfortably walk - gener-
ally 2 to 5 minutes (see Map #13.)
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City of Georgetown | Downtown Master Plan Update
An initial surface parking lot should be
constructed as soon as possible in the lot
across from the library at 8th & MLK. This
land is currently owned by the County and
would need to be leased. This lot should
be constructed much like the one at 9th
& Main, with attractive landscaping and
streetscape improvements, and should
consider being designed to accommodate
flexible uses such as events.
New developments around parking facili-
ties should be comprehensive, with initia-
tives to revitalize the area. The strategy
should be to stimulate activity with a mix
of uses, including retail and office and
residential functions.
COORDINATE A WAYFINDING AND SIG-NAGE SYSTEM
Clearly identify routes to parking with a
comprehensive wayfinding and signage
system that minimize potential conflicts
with primary pedestrian routes. This
should have a distinctive image that is
unique to downtown and should be easily
readable. See also Chapter 6: Wayfinding
& Public Signs.
INITIATE A PARKING STUDY
Additional parking is likely to be needed in
the downtown as development increases
the density of uses. While this plan iden-
tifies possible locations for new parking
structures, the estimates of required new
parking need to be refined as the plans
for new development and redevelopment
downtown materialize. As an initial step,
the city should confirm the current quan-
tity and distribution of parking in order to
determine projected parking needs and
whether a parking structure is feasible,
as well as its location.
ESTABLISH A PARKING DISTRICT
A district would help manage parking as
a “utility” that is provided by the City and
County, as well as some private sources.
It should be regularly inventoried and its
use should be managed and monitored.
This includes the use of metered or time-
limited parking spaces. It will also help
fund construction of a parking structure.
TRANSIT OPPORTUNITIES
Currently there are no public transit facili-
ties in Georgetown. Community members
are interested in a number of different
transit opportunities. These range from a
shuttle or trolley that circulates through
the downtown, to the possibility of a pas-
senger rail line being established between
Georgetown and Austin.
These opportunities should be kept in
consideration during the development
of the plan recommendations. Potential
transit stops are not located on the frame-
work map, but could be integrated into the
plan on an as-needed basis. Future stops
should be located by activity centers and
at key sites. New street designs, especial-
ly along Austin Avenue, should take into
consideration the long-term possibility of
incorporating bus stops. If a rail line were
to be developed, links between the depot
or end point of the train and the downtown
would need to be investigated further.